Publisher Milberry in the Toronto Sun!

Air Canada's new Boeing 787 Dreamliner, landing at Toronto Pearson International

Air Canada’s new Boeing 787 Dreamliner, landing at Toronto Pearson International

From Mike Filey’s Saturday column in the Toronto Sun:

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Norsemans Here & There …

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 In the winter scene outside at Anchorage’s Alaska Aviation Heritage Museum is Interior Airways Norseman N725E. Originally US Army UC-64A 43-35433, in 1945 it joined the US Fish and Wildlife Service, moved to Alaska in 1951 for Northern Consolidated Airlines, thence to Interior in 1955. Forty years later it was donated to the museum by Alaska’s great aviation history aficionado, Jim McGoffin.

By now I hope that you’re reveling in your set of CANAV Noorduyn Norseman books. These already have been recognized as two of the finest aviation books so far in the 2000s. As usual, new Norseman material continues to roll in and the Norseman Festival spins up next week in Red Lake in Northwestern Ontario. Enjoy these five nifty Norseman photos submitted recently by CANAV reader Antti Hyvärinen, a Finnair A320 pilot. As usual, good reading to you all … Larry

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The ramshackle cockpit of Norseman N725E. Some day, however, this old Norseman will shine like new – whenever museum priorities allow.

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This project Norseman is in the Swedish aviation museum at Arlanda airport, Stockholm. The cockpit certainly is in more respectable condition than N725E’s. If you scroll back you can see this Norseman as RCAF 3538. Later it was RNoAF “R-AY”.

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Antti’s close-up of the Norseman in RCAF colours at the British Columbia Aviation Museum near Victoria. The museum uses its Norseman on its logo. The 3 museum aircraft shown here all are covered in Vol.2 of our Norseman book.

New CF-GUE Coverage from Gordon Olafson

ImageIn April 2014 former Norseman pilot Gordon Olafson sent us these great 1970-71 views of Gimli Air/Northway Norseman CF-GUE (GUE’s basic story is told in Noorduyn Norseman Vol.2). First, the rugged-looking Norseman at Riverton, Manitoba with a 12-foot aluminum boat strapped to each side for a trip to the outpost camp at Sasaginnigak Lake.

Two winter scenes of CF-GUE on different skis. First on Lake Winnipeg at Arnes. That’s Gordon standing by the plane. He’s warming up his R-1340 before a trip north. The Norseman is on standard air bag pedestals. Gordon explains: “You can see how we drove the skis up onto green poplar poles (not too sticky), so they wouldn't freeze down to the ice.” Then, CF-GUE at Charron Lake with just the oleos for suspension. This type of skis made for a pretty stiff run on take-off or landing. Jake Thorsteinson (left) is ready with his helper to start cutting ice to be put up in a shed insulated with bales of hay. The tourist camp there then would have ice for the coming season

CF-GUE -3 - Gordon Olafson img068_LR2 Above, two winter scenes of CF-GUE on different skis. First on Lake Winnipeg at Arnes. That’s Gordon standing by the plane. He’s warming up his R-1340 before a trip north. The Norseman is on standard air bag pedestals. Gordon explains: “You can see how we drove the skis up onto green poplar poles (not too sticky), so they wouldn’t freeze down to the ice.” Then, CF-GUE at Charron Lake with just the oleos for suspension. This type of skis made for a pretty stiff run on take-off or landing. Jake Thorsteinson (left) is ready with his helper to start cutting ice to be put up in a shed insulated with bales of hay. The tourist camp there then would have ice for the coming season

CF-GUE -4- Gordon Olsfson 1982014_LRA typical Norseman summer scene with some of the fellows not exactly looking overworked. On the left is Gordon’s cousin, Danny; bush pilot Jim Johnson, whose father, Geiri, founded Gimli Air; Howard Olafson bush pilot (no relation); and Gordon himself.

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Another excellent winter scene with GUE on straight skis.

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Gordon and GUE at the dock on a fine day for a Norseman trip.

Norseman restoration projects: Pics from Finland

Norseman_A_Hyvarinen-1There are numerous Norseman “project” planes around the world. Some actively are being restored, as is Pablo Columbo’s LV-FFH in Argentina, or the Aviodrome’s N4474 in Holland. Others projects are more cautiously underway. Sometimes work moves ahead, sometimes planes are dormant for years. Examples would be CF-BHU waiting in the corner of a hangar in Steinbach, Manitoba, or N725E in Anchorage. Yet other Norsemans seem to be hopeless wrecks, as are CF-OBD at Selkirk, Manitoba, or 4X-ARS in Israel. But one never knows, right.

One of the long term project Norsemans is OH-NOA, the only known Finnish example. Delivered from Cartierville to the USAAF in September 1944 as 44-70381, it was shipped from New York in October, then served the US military  8th Air Force for a year, until a take-off accident in Germany. In November 1946 it was sold to a Swiss operator, becoming HB-UIK. In May 1951 it went  to Voukralento Oy of Finland, becoming OH-NOA. He and others operated it until 1969, when it was de-registered and stored. Today it is a project with the Finnish Air Force Museum, but no one is in a rush to move it up into the restoration shop.

On April 16, 2014 Finnair A320 pilot Antti Hyvärinen wrote to me: “I finally found those pics of Finnish Norseman OH-NOA! She’s in a bad place behind all the junk, so getting photos is almost hopeless. Hope you find these interesting anyway! She’s stored in the Tikkakoski aviation museum in Jyvaskylä.” Thanks, Antti — everyone loves a set of photos like this!

Norseman_A_Hyvarinen-3Norseman_A_Hyvarinen-4You can see that years ago the plane was painted yellow and black, then a dark blue, then a light blue. This is certainly a restorable Norseman — the cockpit and cabin are in quite decent shape, the fuselage frame looks good, but every museum has its priorities. OH-NOA likely will gather dust for a few more years, but it’s in safe storage. Many other Norsemans are in similar condition, including CF-PAA in Langely, BC.

Thank you for this great new blog content, Antti!

Still *More* New “De Havilland” Images

In addition to our new Norseman selection, John Wegg also provides these fantastic DH/DHC photos, ranging from Rapide to Comet. All of these build beautifully on the foundations provided by CANAV’s widely-acclaimed De Havilland in Canada and The Noorduyn Norseman. Nice, eh!

Below, three new views of Canada’s last flying D.H.80 Puss Moth — CF-AVC. Brought to Canada in 1935, ‘AVC served various private owners. In 1965 it was sold in the UK, becoming G-FAVC. Here it is some time in the 1950s in period colours – dark blue fuselage with orange wings and tail. When photographed in the UK in the 2010s it still bore these colours.

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Blog D.H.80 Puss Moyj CF-AVA Tim Dube

I had no idea that there was a second Canadian Puss Moth still around. Here it is — CF-AVA aka N223EC — photographed by CAHS Ottawa chapter president Timothy Dubé in the vintage aircraft camping area at Oshkosh on August 2, 2013. Sold originally by DHC in 1934 to Consolidated Mining and Smelting of Trail, BC, there were subsequent BC owners in 1936 – 42, then the plane “disappeared”. The next record that I’ve spotted is of a 1962 sale to Ed Carlson of Spokane. Since last appearing at Oshkosh, CF-AVA has migrated to the UK.

Ex-RCN Tiger Moth CF-IVO when owned by Rev. John MacGillivray, an early member of the Canadian Aviation Historical Society. Painted navy blue and white, it’s seen at an EAA fly-in at Rockford, Illinois. John attended his first Rockford event in 1959, flying ‘IVO all the way from Summerside, PEI. Following the 1964 fly-in, John donated ‘IVO to the budding EAA museum, where you may see it today. Before the handover, John made a final flight at Rockford, his passenger being the great aviation historian, EAA pioneer and photographer, Pete Bowers.

Ex-RCN Tiger Moth CF-IVO when owned by Rev. John MacGillivray, an early member of the Canadian Aviation Historical Society. Painted navy blue and white, it’s seen at an EAA fly-in at Rockford, Illinois. John attended his first Rockford event in 1959, flying ‘IVO all the way from Summerside, PEI. Following the 1964 fly-in, John donated ‘IVO to the budding EAA museum, where you may see it today. Before the handover John made a final flight at Rockford, his passenger being the great aviation historian, EAA pioneer and photographer, Pete Bowers.

Tiger Moth CF-BXT on floats, at Fort William circa 1950. Built as 8889 for the RCAF in 1942, ‘BXT served O.J. Weiben’s Superior Airways of Fort William starting in 1944. Later homes included Atikokan, Jackfish Lake and Sioux Lookout, Ontario. The last known owner (1953) was J. Clancy of Terrace Bay, Ontario.

Tiger Moth CF-BXT on floats, at Fort William circa 1950. Built as 8889 for the RCAF in 1942, ‘BXT served O.J. Weiben’s Superior Airways of Fort William starting in 1944. Later homes included Atikokan, Jackfish Lake and Sioux Lookout, Ontario. The last known owner (1953) was J. Clancy of Terrace Bay, Ontario.

CF-GTU at Rockford circa 1960, when owned by Adriaan Cappon of Sarnia, Ontario. Last heard of, this ex-RCAF Tiger Moth was with Classic Wings of Courtice, Ontario.

CF-GTU at Rockford circa 1960, when owned by Adriaan Cappon of Sarnia, Ontario. Last heard of, this ex-RCAF Tiger Moth was with Classic Wings of Courtice, Ontario.

 In 1946 de Havilland Canada introduced the DHC-1 Chipmunk as its natural post-WWII Tiger Moth replacement. CF-CXE was shot at Rockford circa 1960. Last heard of in the 2000s it was N143P in Salem, Oregon.

In 1946 de Havilland Canada introduced the DHC-1 Chipmunk as its natural post-WWII Tiger Moth replacement. CF-CXE was shot at Rockford circa 1960. Last heard of in the 2000s it was N143P in Salem, Oregon.

Beaver CF-ICL at Vancouver soon after being delivered new in 1955 to Queen Charlotte Airlines. After countless bush, coast and mountain flying experiences, in the 2000s this long-lived Beaver was N67DL -- beautifully restored and based in Everett, Washington.

Beaver CF-ICL at Vancouver soon after being delivered new in 1955 to Queen Charlotte Airlines. After countless bush, coast and mountain flying experiences, in the 2000s this long-lived Beaver was N67DL — beautifully restored and based in Everett, Washington.

Built in 1956, Wheeler-Northland Otter CF-IUZ-X did “aeromag” survey work in the 1960s. In 2014 it was a Turbo Otter based in Vancouver with Harbour Air. Much can be learned of any such DHC plane by fishing around on the internet.

Built in 1956, Wheeler-Northland Otter CF-IUZ-X did “aeromag” survey work in the 1960s. In 2014 it was a Turbo Otter based in Vancouver with Harbour Air. Much can be learned of any such DHC plane by fishing around on the internet. The diehard fans, of course, always have De Havilland in Canada to consult!

There always were other interesting de Havilland types to photograph in postwar Canada. DHC at Downsview usually marketed and serviced these – anything from the D.H. Dove and Heron to the RCAF’s Vampire fighters and Comet jetliners. The Heron always caught any photographer’s eye. Three of these attractive mini-airliners had long and useful Canadian careers: CF-EYX with the Department of Transport (usually based in Moncton) CF-HLI with Canadian Comstock (based in the Genaire hangar at Malton) and CF-IJR based at Downsview with DHC. Here is the DOT’s fixed-gear Heron CF-EYX. In 1970 it was exported to Honduras.

There always were other interesting de Havilland types to photograph in postwar Canada. DHC at Downsview usually marketed and serviced these – anything from the D.H. Dove and Heron to the RCAF’s D.H. Vampire fighters and Comet jetliners. The Heron always caught any photographer’s eye. Three of these attractive mini-airliners had long and useful Canadian careers: CF-EYX with the Department of Transport (usually based in Moncton) CF-HLI with Canadian Comstock (based in the Genaire hangar at Malton) and CF-IJR based at Downsview with DHC. Here is the DOT’s fixed-gear Heron CF-EYX. In 1970 it disappeared into Honduras.

RCAF Vampires in a nice flightline scene of the day, location unknown. The natty Vampire served frontline and reserve squadrons from 1948 to 1956, by when the last had been replaced by Sabres. Once retired, 17068 was sold “south of the border”.

RCAF Vampires in a nice flightline scene, location unknown. The natty Vampire served frontline and reserve squadrons from 1948 to 1956, by when the last had been replaced by Sabres. Once retired, 17068 was sold “south of the border”

 An ancient scene at Keflavik, showing RCAF Comet I 5301 on the tarmac. Such early jet transports did not travel far before having to refuel somewhere. Depending on winds, if westbound from Prestwick or Shannon, an RCAF Comet almost certainly would have to stop at Keflavik, maybe also at Frobisher Bay or Goose Bay, before reaching home base in Ottawa. The RCAF was the world’s first air carrier with scheduled trans-Atlantic jetliner service. The story of its Comets is covered in such CANAV titles as Air Transport in Canada and Sixty Years.

An ancient scene at Keflavik featuring RCAF Comet I 5301 on the tarmac. Such early jet transports did not travel far on North Atlantic routes before having to refuel. Depending on winds, if westbound from Prestwick or Shannon, an RCAF Comet almost certainly had to stop at Keflavik, maybe also at Frobisher Bay or Goose Bay, before reaching home base in Ottawa. The RCAF was the world’s first air carrier with scheduled trans-Atlantic jetliner service. The story of its Comets is covered in such CANAV titles as Air Transport in Canada and Sixty Years. Thanks for all these beauties, John!

Important New Norseman Images Emerge

Recently, John Wegg, the renowned publisher of Airways, contributed a series of previously-unpublished Norseman photos. Here are several along with two from the collection of the great Norseman aficionado, Ross Lennox.

Enjoy as always … Larry

Norseman 1 CF-BHU PWA Wegg Col

Having begun with CPA late in 1945, Norseman V CF-BHU later served Territories Air Service and Associated Airways 1949-55, then it moved to PWA, where it is shown in a typical winter setting. CF-BHU ended with Ontario Central Airlines of Kenora. On June 19, 1974 it crashed disastrously at Sachigo Lake, an Indian reservation in far Northwestern Ontario. Date, place and photographer are unknown for most of these photos. Suffice to say that, over the decades, John added these to his monumental collection, mainly as original negatives.

An early Norseman, CF-DFU had begun as RCAF 2458 in October 1940. After a gruelling war with the BCATP, in 1946 it became CF-DFU with Saskatchewan Government Airways. It changed colours in 1950, going to Queen Charlotte Airlines in 1956, then PWA and B.C. Airlines. It was lost in a crash on March 28, 1961. Here CF-DFU sits dormant at Vancouver.

An early Norseman, CF-DFU began as RCAF 2458 in October 1940. After a gruelling war with the BCATP, in 1946 it became CF-DFU with Saskatchewan Government Airways. It changed colours, going to Queen Charlotte Airlines in 1956, then to PWA and B.C. Airlines. It was lost in a crash on March 28, 1961. Here CF-DFU sits dormant at Vancouver.

 An ideal side-on view of Norseman V CF-BHY bearing the logo of Tommy Wheeler’s Gray Rocks Air Service. So pristine is this view than I suspect it was taken at Noorduyn soon after ‘BHY rolled off the production line. Gray Rocks accepted ‘BHY in July 1945 and continued operating it until it was wrecked landing at the railway and forestry centre of Oskelaneo in northern Quebec on December 18, 1959. ‘BHY previously had eluded me, so is not found in either Norseman volume.

An ideal side-on view of Norseman V CF-BHY bearing the logo of Tommy Wheeler’s Gray Rocks Air Service. So pristine is this view than I suspect it was taken at Noorduyn soon after ‘BHY rolled off the production line. Gray Rocks accepted ‘BHY in July 1945 and continued operating it until it was wrecked landing at the railway and forestry centre of Oskelaneo in northern Quebec on December 18, 1959. ‘BHY previously had eluded me, so is not found in either Norseman volume.’

 This view CF-BTC is a real work-a-day snapshot. Ex-RCAF 2456, ‘BTC is well covered in Norseman Vol.2. Here it sits forlornly out in the cold at Winnipeg’s Stevenson Field during its Central Northern Airways era. ‘BTC served CNA/Transair 1948 – 58, then flew with Pete Lazarenko’s Northland Fish Co., Willy Laserich and others until 1998, when it joined the Western Canada Aviation Museum in Winnipeg.

This view CF-BTC is a real work-a-day snapshot. Ex-RCAF 2456, ‘BTC is well covered in Norseman Vol.2. Here it sits forlornly out in the cold at Winnipeg’s Stevenson Field during its Central Northern Airways era. ‘BTC served CNA/Transair 1948 – 58, then flew with Pete Lazarenko’s Northland Fish Co., Willy Laserich and others until 1998, when it joined the Western Canada Aviation Museum in Winnipeg.

Norseman 5 CF-HQD        Another of the countless Norseman photos taken over the decades at the town dock in Kenora. OCA’s yellow-and-red CF-HQD awaits its next trip on a fine summer day. Ex-US Army 43-5357, it served in Alaska during the war, then was NC88760 in Minnesota before coming to Canada in 1954 for Warren Plummer of Sioux Narrows/Lake-of-the-Woods. After a later stint with Chukuni Airways of Kenora, it went to OCA in 1960, then joined Slate Falls Airways of Sioux Lookout. In 2014 ‘HQD was one of many Norsemans classified as “projects”, meaning that some day it might be restored for museum or flying purposes. It’s stored at Kakabeka Falls near Thunder Bay.

Another of the countless Norseman photos taken over the decades at the town dock in Kenora. OCA’s yellow-and-red CF-HQD awaits its next trip on a fine summer day. Ex-US Army 43-5357, it served in Alaska during the war, then was NC88760 in Minnesota before coming to Canada in 1954 for Warren Plummer of Sioux Narrows. After a later stint with Chukuni Airways of Kenora, it went to OCA in 1960, then joined Slate Falls Airways of Sioux Lookout. In 2014 ‘HQD was one of many Norsemans classified as “projects”, meaning that some day it might be restored for museum or flying purposes. It’s stored at Kakabeka Falls near Thunder Bay.

N41201 at an unknown US location. Someone had metalized the doors -- a noteworthy mod so early in the postwar era. At present there is not much of a paper trail for this aircraft, other than that it had been US Army UC-64 45-41751, the 835th Norseman built.

N41201 at an unknown US location. Someone had metalized the doors — a noteworthy mod so early in the postwar era. At present there is not much of a paper trail for this aircraft, other than that it had been US Army UC-64 45-41751, the 835th Norseman built.

Norseman N58691 in US Forest Service markings at Long Beach, California in October 1954. It has some sort of a belly mod. Perhaps a tray for doing forestry seeding or spreading fertilizer or insecticide? No one seems to know what became of this Norseman, but in 2014 its registration belonged to an amphibious Cessna 182.

Norseman N58691 in US Forest Service markings at Long Beach, California in October 1954. It has some sort of a belly mod. Perhaps a tray for doing forestry seeding or spreading fertilizer or insecticide? No one seems to know what became of this Norseman, but in 2014 its registration belonged to an amphibious Cessna 182.

Another UC-64, NC60671 was acquired in 1945 in South Carolina from the US Reconstruction Finance Corp., the bureau tasked with disposing of thousands of such war surplus military planes. It operated in Montana briefly, then was sold in 1951 for $4800 to Lamb Airways of The Pas, Manitoba. On May 10, 1955, Jack Lamb was taking off in ‘GUQ at The Pas, when everything suddenly fell apart for him. Unbeknownst to Jack, ‘GUQ had taken on a heavy load of water taxiing through the rough water that day. He got airborne, but ‘GUQ suddenly stalled, crashed and exploded. Within moments Jack’s dad, Tom, and his brothers, Don and Doug, had hauled him and his passenger out. Badly burned, Jack spent months in recovery. This story and many other adventures are related in Jack’s wonderful book, My Life in the North. In From Tractor Train to Bush Plane, Jack’s brother, Conrad, also covers many stories of the Lamb family and their legendary air operations.

Another UC-64, NC60671 was acquired in 1945 in South Carolina from the  Reconstruction Finance Corp., the US bureau tasked with disposing of thousands of such war surplus military planes. It operated in Montana briefly, then was sold in 1951 for $4800 to Lamb Airways of The Pas, becoming CF-GUQ. On May 10, 1955, Jack Lamb was taking off in ‘GUQ at The Pas, when everything suddenly fell apart for him. Unbeknownst to Jack, ‘GUQ had taken on a heavy load of water taxiing through the rough water that day. Jack got airborne, but ‘GUQ suddenly stalled, crashed and exploded. Within moments Jack’s dad, Tom, and his brothers, Don and Doug had hauled him and his passenger out. Badly burned, Jack spent months in recovery. This story and many other adventures are related in Jack’s wonderful book, My Life in the North. In From Tractor Train to Bush Plane, Jack’s brother, Conrad, also covers many stories of the Lamb family and their legendary air operations.

 The renowned Norseman CF-BFU during Hudson Bay Air Transport days at Flin Flon. From here in the late 1940s Ross Lennox flew ‘BFU throughout Northern Manitoba, the Northwest Territories and Yukon. Eventually replaced by a new Otter, in 1958 ‘BFU went to Chummy Plummer of Sioux Narrows., and later served other operators. In 1971 ‘BFU was wrecked on landing at Selkirk, Manitoba.

The renowned Norseman CF-BFU during Hudson Bay Air Transport days at Flin Flon. From here in the late 1940s Ross Lennox flew ‘BFU throughout Northern Manitoba, the Northwest Territories and Yukon. Eventually replaced by a new Otter, in 1958 ‘BFU went to Warren Plummer of Sioux Narrows., and later served other operators. In 1971 it was wrecked on landing at Selkirk, Manitoba.

 The renowned Norseman CF-BFU during Hudson Bay Air Transport days at Flin Flon. From here in the late 1940s Ross Lennox flew ‘BFU throughout Northern Manitoba, the Northwest Territories and Yukon. Eventually replaced by a new Otter, in 1958 ‘BFU went to Chummy Plummer of Sioux Narrows., and later served other operators. In 1971 ‘BFU was wrecked on landing at Selkirk, Manitoba.

Ross Lennox got to know CF-BFT and CF-BFU inside out. He later was world famous in the helicopter industry. He finished his main flying career at Pratt & Whitney Canada, where he was chief pilot. Ross’ exploits are recounted in such books as Air Transport in Canada, The Noorduyn Norseman, Vol.2 and Power: The Pratt & Whitney Canada Story. Ross passed away in November 2013.

 

 

CANAV Special Offer: De Havilland in Canada

 De Havilland in Canada

by Fred W. Hotson

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An aviation hound since he was a little boy, while still in high school Fred Hotson built his own plane – a tiny one-seater, mail-order Heath. Fred ordered it one part at a time, finally finished it and got it airborne. Finished with school, Fred got on at de Havilland Canada before WWII. He flew through the war, including with Ferry Command, then had a distinguished postwar career in corporate aviation. Eventually, he returned to DHC, where he demonstrated Twin Otters and trained pilots all over the world.

As an early member of the Canadian Aviation Historical Society, Fred promoted Canada’s aviation heritage every chance he got. His special passion was DHC, about which he spoke and wrote much until the time came to do a comprehensive history. First published by CANAV in 1983, his best-selling The De Havilland Canada Story eventually needed an update. We did that in 1999, creating a new book, De Havilland in Canada. This production gives all the details of an incredible success story from the 1920s to the present. You won’t find a lovelier aviation book. Not only does DHC cover all the great planes from tiny Moths to wartime Mosquito and postwar Beaver, Buffalo, Dash 7 right to today’s Q400 and Global Express, but the key people also all are there. This is a story of humble beginnings and grand success, how a dubious gamble ended with a Canadian company influencing the entire world.

Revered as Canada’s leading aviation history personality, Fred Hotson was a fastidious collector of aviation documents, photos and memorabilia. He was a Member of Canada’s Aviation Hall of Fame and there’s a list of other honours. On his passing in 2012 Fred’s priceless collection was offered gratis to the Canada Aviation and Space Museum in Ottawa, which turned it down as irrelevant (your Ottawa mentality at work, eh – can you believe it!). Fred already had donated his magnificent library to me, so the estate offered me the pick of everything Ottawa had no use for. I selected a few items, the rest was snapped up by the quick-minded folks at the Provincial Archives of Ontario, who know valuable Canadiana when they see it. Anyone doing serious DHC research will do well in visiting Fred’s collection, located in the new provincial archives building on the York University campus in northwest Toronto. Masses of photographs and a very rare collection of DHC 16mm movie reels are included.

Ordering De Havilland in Canada:

This world-famous title is a 376-page, large-format hardcover printed on top-grade paper. Its vast, comprehensive, well-written text is complemented by some 500 photos. If you have the remotest interest in Canada’s grand aviation past and don’t yet have your copy of DHC, or if you need a premier gift for some special occasion, get in on this offer today. Regularly $45.00, now $35.00 + $12.00 postage (Canada) + $2.35 tax = $49.35 (cheque or PayPal only). USA/Overseas postpaid $60.00.

Here are a few of the astounding de Havilland Canada photos from Fred’s collection. Some of these you’ll enjoy in the book, some not. Check every so often to see what new DHC photos have been added. Click once on any photo to see it full frame. Have a great day, have fun with the CANAV blog and thanks for your loyal support … Larry Milberry, publisher

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As young fellows, Fred Hotson and his pals, including C. Don Long and George Neal, were totally keen about aviation. Not surprisingly, they usually carried their cameras — even in his 90s Fred was avid about photography. C. Don Long, a DHC engineer, carefully covered the aviation scene at least since the late 1920s. Fred inherited his old pal’s collection, including this fabulous view of a pair of Moths circa June 1928 in front of the first de Havilland Canada building. This was at de Lesseps Field in Mount Dennis, on the northwest fringes of Toronto. C-GAKX was a Cirrus Moth newly assembled for the Halifax Aero Club. The following summer ‘AKX was wrecked landing on floats near Halifax. By this stage, unfortunately, there remains almost no record of how any of these old planes were painted. Call it a black-and-white world, right! (Click on any photo to enjoy it full screen.)

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Don photographed Fox Moth CF-API at the Toronto Flying Club on some pleasant weekend. As you can see, the aviation set always was pretty sharply turned out in these early times. That’s the renowned Leigh Capreol standing by the cockpit. Canada’s first Fox Moth, CF-API arrived in Toronto in a crate from the UK in May 1933. That winter it joined General Airways of Rouyn to toil in the Quebec and Ontario bush. In 1937-39 it was in Western Canada, then returned east for Leavens Brothers. Wrecked in the Ontario northland, it was rebuilt as CF-EVK, then worked into the 1950s, before fading from the scene.

Another early DHC type was the D.H.84 Dragon. Powered by two 130-hp D.H. Gipsy engines, the Dragon carried six passengers at about 100 mph. CF-APJ was delivered to Canadian Airways Ltd. of Montreal in May 1933. That summer it served the tourist trade, joy-riding from Cartierville airport, making a lot of money for CAL. It then joined CAL’s Maritime’s division. Eventually, it was cannibalized, so that Dragon CF-AVD could be reconditioned. The Dragon was an early example of a solid, economic, general purpose “airliner”, kind of a Dash 8 of its day. Don photographed it while DHC was getting it ready for delivery. Note the classic CAL “Goose” emblem.

Another early DHC type was the D.H.84 Dragon. Powered by two 130-hp D.H. Gipsy engines, the Dragon carried six passengers at about 100 mph. CF-APJ was delivered to Canadian Airways Ltd. of Montreal in May 1933. That summer it served the tourist trade, joy-riding from Cartierville airport, making a lot of money for CAL. It then joined CAL’s Maritimes division. Eventually, it was cannibalized, so that Dragon CF-AVD could be reconditioned. The Dragon was an early example of a solid, economic, general purpose “airliner”, kind of a mini-Dash 8 of its day. Don photographed it while DHC was getting it ready for delivery. Note the classic CAL “Goose” emblem.

De Havilland in the UK refined the somewhat dowdy-looking Dragon into the nifty-looking D.H.89 Rapide. Many Rapides served the Canadian scene into the late 1940s. CF-BBG was one of Canada’s early corporate planes. Delivered in June 1937 to Toronto-based Globe and Mail, Don photographed it “factory-fresh” on Toronto Bay. Dubbed “The Flying Newsroom”, it was intended for use on news gathering expeditions. But fate intervened -- CF-BBG was soon was lost. Fred tells the story in his book.

De Havilland in the UK refined the somewhat dowdy Dragon into the nifty-looking D.H.89 Rapide. Many Rapides served the Canadian scene into the late 1940s. CF-BBG was one of Canada’s early corporate planes. Delivered in June 1937 to the Toronto-based Globe and Mail, Don photographed it “factory-fresh” on Toronto Bay. Dubbed “The Flying Newsroom”, it was intended for news gathering expeditions. But fate intervened — CF-BBG was soon was lost. Fred tells the story in his book.

From Mont Dennis, DHC moved to Downsview, where airplanes still are built under the Bombardier banner. Here is the factory set-up circa 1938. Very little empty space remains here today – it’s now all jam-packed with “Toronto megalopolis” development.

From Mont Dennis, DHC moved to Downsview, where airplanes still are built under the Bombardier banner. Here is the factory set-up circa 1938. Very little empty space remains here today – it’s now all jam-packed with “Toronto megalopolis” development.

Further pre-war DHC development at Downsview.

Further pre-war DHC development at Downsview.

The hangars shown in this spring 1940 photo are easily seen in the aerial view. By now the place had picked up wildly. The war is on and Tiger Moth trainers were being churned out – more than 1400 would be produced. No.4043 (nearest) was delivered in May 1940. Sad to say, the following March is was lost in a crash at the RCAF flying school in Prince Albert, Saskatchewan.

The hangars shown in this spring 1940 photo are easily seen in the aerial view. By now the place had picked up wildly. The war was on and Tiger Moth trainers were being churned out – more than 1400 would be built. No.4043 (nearest) was delivered in May 1940. Sad to say, the following March is was lost in a crash at the RCAF flying school in Prince Albert, Saskatchewan.

Also mass-produced at Downsview were more than 1100 Mosquito bombers. This is the view as Mosquitos were coming down the line. This very production bay still stood in 2014, but it likely soon will disappear, now that the former Toronto Aerospace Museum has been rousted from the place. The Mosquito story is well covered in Fred’s book – you’ll love it!

Also mass-produced at Downsview were more than 1100 Mosquito bombers. This is the view as Mosquitos were coming down the line. This very production bay still stood in 2014, but it likely soon will disappear, now that the former Toronto Aerospace Museum has been rousted from the place. The Mosquito story is well covered in Fred’s book – you’ll love it!

How Downsview looked during the Mosquito era. Hovering over this spot in a helicopter today, you would see Hwy 401 sweeping across the bottom left to right, the sprawling Yorkdale Shopping Center and a major TTC subway station.  You would not see much unused real estate!

How Downsview looked during the Mosquito era. Notice how suburban development already was encroaching on the airport. Hovering over this spot in a helicopter today, you would see Hwy 401 sweeping across the bottom left to right, the sprawling Yorkdale Shopping Center and a major TTC subway station.

DHC author – the great Fred Hotson in his home office in Mississauga in 2012. Age 97, Fred still was busy researching and writing. On the wall is the painting Bill Wheeler did of Fred’s tiny Heath homebuilt.

DHC author – the great Fred Hotson in his home office in Mississauga in 2012. Age 97, Fred still was busy researching and writing. On the wall is the painting Bill Wheeler did of Fred’s tiny Heath homebuilt.

PS … are you keen about the F-104, that fantastic “Fighter of the Fifties”? If yes, then here’s something to light your burner …  check into The Canadian Starfighter Museum. Located in Manitoba, the CSM is restoring one of the oldest CF-104s — RCAF 12703. It also has many important “collectibles”, including one of the RCAF’s CAE-built CF-104 flight simulators. Make sure you see what excellent work these dedicated, hardworking folks are doing!

CF-104 12703 on arrival in 2013 at the CSM hangar at St. Andrews Airport, a short drive north of Winnipeg.

CF-104 12703 on arrival in 2013 at the CSM hangar at St. Andrews Airport, a short drive north of Winnipeg.

The CSM's beautifully-restored CAE-built CF-104 flight simulator. Based at Cold Lake, No.6 OTU/417 Squadron trained Canada's CF-104 pilots from 1961 into the early 1980s.

The CSM’s beautifully-restored CAE-built CF-104 flight simulator. Based at Cold Lake, No.6 OTU/417 Squadron trained Canada’s CF-104 pilots from 1961 into the early 1980s.

The CF-104 flight simulator cockpit restored by the CSM to the smallest detail. (photos via Steve Pajot/CSM)

The CF-104 flight simulator cockpit restored by the CSM to the smallest detail. (photos via Steve Pajot/CSM)

PPS … Are you a self-respecting airliner fan? If so, you must have these essential sources to be “au courant” (including the “fashionable” and “stylish” versions of the translation):

1) Your subscriptions to Airways: The Global Review of Commercial Flight  and Propliner Aviation Magazine.

2) Your personal connection to Henry Tenby’s airlinehobby.com. There you can order books, buy/sell aviation photos and other collectibles, etc.

3) Your copies of The Leslie Corness Propliner Collection, The Wilf White Propliner Collection and Air Transport in Canada. These now are on sale, see CANAV’s current booklist.

Canada Post — spare us from the yahoos in Ottawa, please! You can scoll back a bit to see about CANAV’s Canada Post woes. We still are missing delivery days in M4E. So be that, but others in Canada seem to be getting really royally screwed over –  little or zero mail for them. So why are we paying taxes and is it time for a tax payer revolution? How about it, citizens?

Can you believe this crapola about King Deepak Chopra and his do-nothings at Canada Post? Have a look at this little news item:  Herein, “$500K Deepak” discusses the Canada Post charter. His summary is a real hoot — Deepak bleets how the terms of the charter are what “we try to strive for”. Huh? Not actually striving, just “trying” to strive — Homer Simpson couldn’t have put it better. Hey, Your Eminence, you don’t strive for the terms of the Canada Post charter — you deliver as promised or get outta town.